Rotary engine apparatus



Sept 29, 1954 J. s. BERNARD 3,150,646

ROTARY ENGINE APPARATUS Filed Aug. '7, 1961 United States Patent C) adsense RQTARY ENGINE APPARATUS John Springer Bernard, 21%@ E. 11800 South St., Salt Lake City, Utah Filed Aug. 7, 1961, Ser. No. 129,684 2 Claims. (Cl. 12316) This invention relatesI to engines of the rotary type. The primary objective of the invention is to provide a mechanical apparatus which can be usefully employed to power various types of vehicles and equipment.

The basic principles involved are those which apply to the existing apparatus known as the radial compressor, the sliding vane pump, the jet engine and the water wheel. These existing apparatus have been combined in a novel arrangement which comprises an engine having the capability of attaining the objective.

The novelty expressed is in the mechanical arrangement, `in certain modifications to the existing apparatus, and in the method of producing a thrust force. These novel features will become apparent through study of the specification which follows.

Several illustrations are employed for the purpose of explaining specific apparatus features in detail. The drawing which accompanies, and which is hereby made a part of, this specification shows these illustrations as follows:

FIGURE 1 illustrates, in a cross sectioned side elevation, an apparatus embodying the required mechanical components in a suitable arrangement.

FIGURE 2 illustrates, in an end View, an apparatus rotor chamber arrangement.

FIGURE 3 illustrates an apparatus fueling and control mechanism.

The required components, and a suitable manner of positioning them Within an apparatus, are Aillustrated in FIGURES 1 and 2. These illustrations show a shaft 1 having two balanced rotors 2 machined or keyed to its center longitudinal section and two radial type compressor fans 3 securely mounted on its end extremities. Each rotor 2 is provided with a series of impeller vanes 4 which are slidably contained in slotted openings 5. The openings S are equidistantly spaced about the rotors outer circumference and are arranged so as to permit the impeller vanes 4 to slide toward and away from the shaft axis.

The outer casing or housing, here shown as two end plates 6 and a center divider 7, is sectioned and formed in a manner to provide an interior rotor chamber 8 for each rotor 2. The rotor chambers 8 are of a larger diameter than the rotors 2. Bearings 1@ seated within bearing recesses 9 in the end plates 6 accommodate the shaft eccentrically with respect to the rotor chamber 8; the eccentric mounting being such that the peripheral surface of one of the rotors 2 makes a slidable contact with the end wall which forms the inner surface of its rotor chamber 8 at a given point A while the other rotor makes a similar contact with its respective chamber at a point 180 degrees opposed from point A. The center divider 7 is machined with angular extrusions C, the circumference of which conforms to the rotor chamber 8. The extrusions C serve to hold the impeller vanes 4 away from the shaft axis and against the end walls of the rotor chambers 8.

Each fan 3 is provided with a shroud cover 12 which conforms to the fans contour. Entries 13, here shown as openings between the shroud 12 and the shaft 1, provide a means for atmospheric air to be drawn into the fan compartments. The air, thus drawn into the fan compartments, is compressed by the fan action and forced, under pressure, into the rotor chamber S through the intake ports 14.

The pressured air from the fan compartments, as it enters the rotor chamber 8, is' forced toward the point A by the impeller vanes 4. The eccentric contour existing between the rotor wheel 2 and the rotor chamber 8 serves to further compress the pressured air and to discharge it, through a check valve means 15, into a receiver compartment 16 positioned outward from the rotor chamber 8. The compressed air flows from the receiver compartment 16 through a combustion chamber check valve 17, into and through a combustion chamber 18 and is re-entered into the rotor chamber 8 through a thrust tube 19.

A fueling mechanism 21 (detailed in FIGURE 3) is provided with an outer housing 27 which is adapted to be press fitted into a bore 28 between the receiver compartment 16 and the combustion chamber 18 and is held irmly in place by cap screws 29. A needle valve casement 30 is threadably mounted within the mechanism housing 27 in a manner which extends a needle valve seat 31 and fuel orifices 25 to a position in close proximity with the combustion chamber check valve 17. A pressured fuel line (not illustrated) attached to the fitting 22 forces fuel into the duct 23. Thus, when the needle valve 24 is disengaged from the needle valve seat 31, fuel is forced through the fuel orifices 25 and sprayed into the area surrounding check valve 17.

The engine is started by directing an electric current through the spark ignition device 33 and turning the shaft 1 with a starting motor or a crank. Turning the shaft 1 starts the iiow of air through the apparatus as hereinabove described. After starting the flow of air through the apparatus, a pressure applied to unseat the needle valve 24 causes fuel to enter the air stream. The spraying of the fuel into the air stream forms a carburetted fuel-air mixture which is carried into the combustion chamber 18 where it is ignited by the spark ignition device 33.

The explosion force created by the ignition of the fuelair mixture acts to close the check valve 17, thereby directing the force through the thrust tube 19. The thrust tube opening 32 is aligned so as to direct the force vector from the thrust tube 19 onto the exposed part of the reverse side of the impeller vanes 4. The impact of the explosion force drives the impeller vane 4 away from the thrust tube opening 32 which, in turn, causes the shaft assembly to rotate. The burned gases are expelled from the rotor chamber Sas each impeller vane i passes the exhaust port 20.

The slidably mounted impeller vanes 4 and their being held constantly in contact with the end wall of the rotor chamber 8 creates a series of cavities D within each rotor chamber 8. These cavities D constantly change size during a rotation cycle of the shaft 1.

Turning the shaft 1 produces the standard internal cornbustion engines four stroke cycle operation per each revolution of the shaft. The intake stroke being accomplished by forcing pressured air through the port 14; the compression stroke being accomplished by the eccentric contour existing between the rotor 2 and the rotor chamber S between the port 14 and the point A; -the power stroke being accomplished within the combustion chamber 18 and the exhaust stroke being accomplished through the exhaust port 20.

In addition to the normal four strokes in the cycle of the conventional engine, a ifth stroke is accomplished within the invented apparatus. This operation is a vacuum stroke. The vacuum stroke sets up a pressure balancing action between the receiver compartment 16 and the combustion chamber 18 which provides automatic timing of the combustions of fuel. The vacuum stroke is obtained by creating a partial vacuum force within the rotor chamber 8. As the impeller vanes 4 pass the point A the compressed air is emptied from the rotor chamber 8 into the receiver compartment 16 and as the rotation cycle is continued a partial vacuum is created behind the impeller vanes 4 in the area B. When the impeller vane 4 passes through the thrust tube opening 32 a portion of the combusted gases within the combustion chamber 18 is drawn into the area B by the partial vacuum thus reducing the pressure held against the combustion chamber check valve 17. The pressure within the combustion chamber 18 is further reduced as the impeller vane 4 continues its forward motion away from the thrust tube opening 32. When the .pressure of the compressed air in the receiver compartment 16 overcomes the pressure in the combustion chamber 13 the check valve 17 is forced open and a new charge of the carburetted mixture is swept into the combustion chamber 1S.

The spark ignition device 33 is required to ignite the initial charge of the carburetted mixture. Subsequent charges are ignited by that portion of the preceding charge which remains in the thrust tube 19 and that portion which was drawn into the area B by the partial vacuum. The new charge being entered into the combustion chamber 18 overtakes and is ignited by these portions of the preceding charge.

The automatic opening and closing of the check valve 17 produces a continuity of pulsating thrust forces which are automatically timed to act upon each impeller vane 4 after it passes through the thrust tube opening 32. The velocity of the thrust force applied to the impeller vanes 4 is governed by the amount of fuel allowed to enter the apparatus through the fuel orifices 25. The needle valve 24 serves the apparatus as a throttle which governs the fuel input and thereby governs the velocity of the thrust force and the speed of the shaft 1.

The thrust force created within this invention s obtained through a modification of the conventional jet thrust engines. The modified engine in this invention has a pressured air supply contained in the receiver compartment 16 and the pressured air is communicated with the combustion chamber 1S through the check valve 17. Thus the fuel-air mixture for this invention is entered into the combustion chamber 18 with a positive force. Further, the fuel-air mixture is drawn through the combustion chamber by means of the vacuum stroke which is created externally from the jet engine proper. The conventional jet thrust engines expose their throat openings to the atmosphere and rely upon either internal mechanical means or upon air speed to bring the fuel-air mixtures into and through their combustion chambers.

Construction of the apparatus is not complex. However, precision and balance is required in its manufacture. Care should be exercised to assure that the sidewalls of the rotor chambers S and the rims of the rotors 2 are machined to provide smooth, slidable and reasonably close fits so as to provide a running seal which prevents compression losses. The impeller vanes 4 must be conformed to the slotted openings 5, be of the precise width of the rims of the rotors 2 and be balanced equally in size and Weight. The outer edges of the vanes 4 must be machined to conform precisely with the rotor chamber 8 inner surfaces. A lubrication means (not illustrated) must be provided for the bearings and the apparatus wearing surfaces. The use of packed bearings and the entry of a lubricant with the fuel supply or through the intake port 14 could provide this means, or, if preferable, a pressured oil supply having an oil pump operative from the shaft 1 and oil ducts, either through the shaft 1 or through the casing parts 6 and 7 could be provided.

Mounting brackets (not illustrated) for securing the apparatus onto a base can be iixed onto the housing parts 6 or 7.

The shaft assembly, comprised of the shaft 1, the rotors 2, and the fans 3, is designed to be rotated at variable but relatively high speeds. During a rotation cycle the extrusion C extends the impeller vanes 4 at unequal distances from the shaft axis as it holds the said vanes firmly against the end walls of the rotor chambers 8. Because of the unequal extensions of the impeller vanes 4, an unequal force is exerted from the shafts axis. This unequal force must be counterbalanced or a serious vibration will result.

To compensate for the unequal force distribution the rotor chambers S are positioned so as to be eccentrically opposed; thus the force exerted by the extended impeller vanes 4 of one rotor 2 is equalized by the extended impeller vanes 4 of the opposite rotor 2. Some engine applications will require the use of more than two rotors 2. If more than two rotors are to be employed the required counter-balancing may be obtained through the degree of opposition at which the rotor chambers S are positioned. For example, a three rotor apparatus requires that the rotor chambers be positioned at l2() degrees opposed. A four rotor apparatus requires that the rotor chambers be positioned at degrees opposed. A six rotor apparatus requires that the rotor chambers be positioned at 60 degrees opposed, etc.

A designer may use considerable latitude in determining the diameter of the rotors and the number of impeller vanes to use with each such rotor. In making the determination, the designer should analyze the power requirement for his particular application. Having determined the power needed, he may then apply a general rule that the larger the power requirement, the larger the diameter of the rotor and the larger the diameter of the rotor, the more impeller vanes required. In applications where space allocation for the engine mounting is a predominate factor and the general rule cannot be applied, he may consider a series of smaller diameter rotors and obtain the needed power through an engine apparatus having a series of rotors and an elongated design.

The designer must also consider the spacing of the exhaust vport Z6. The exhaust port Ztl should be spaced so that it prevents the thrust force from blowing through the apparatus yet releases the exhaust gases at the earliest moment. The port 2@ should be spaced so that as an impeller Vane 4 clears the thrust tube opening 32 the preceding impeller vane 4 will be entering the exhaust port 20.

The illustrations and the narrative detail the apparatus thrust force generator as a modified pulsating jet thrust engine. This example embodiment was selected because the pulsating jet thrust principle affords a better torque curve for the majority of engine applications. The maiority of engines which are used to power vehicles and equipment are continuously subjected to fluctuations in work loads and the pulsating jet thrust can best be applied in these cases. However, the method taught for the pulsating jet thrust generator can be applied equally well to a jet thrust engine which operates on the ram jet principle.

The existing ram jet engine becomes operational only after attaining a rather high air speed and is not operational at Aall in fixed positions, such as being mounted on a fixed frame or pedestal. However, communicating the throat of the ram jet with a pressured air supply supplants the need for the pressure derived from the air speed and further, creating a vacuum force in the area outward from its thrust tube opening, gives the ram jet a pulsating rather than a continuous thrust force. If modified in this manner, the ram jet thrust generator could be applied to this described apparatus, although it would not be as efiicient as the pulsating jet thrust generator.

The method of supplying a pressured air supply to the throat opening of a thrust force generator and creating a vacuum force in the area outward from the generators thrust tube opening can be employed in an engine apparatus having a rotor chamber S which corresponds in diameter to the rotor 2 and in which the rotor is stably, rather than eccentrically, mounted. In this case the secondary compression stage occurring between the intake port 14 and the point A would be dispensed with and the pressured air from the radial fan 3 would be piped directly into the receiver compartment 16. In an application of this type the impeller vanes 4 could be dispensed with and cup compartments, cast as a part of the rotor, would be designed so as to create a vacuum force at their trailing edges.

The illustrations and the narrative descriptions comprising this specitication set forth sufficient information to enable one familiar with the art to construct and to operate the invented apparatus. l have described the ernbodiment which l now consider to be the best adaptation of the principles involved. Tft is to be understood that all f the principles as set forth herein may be utilized in several adaptations and I desire to have it equally understood that all rights are hereby reserved when such adaptations fairly fall within lthe limits of the claims hereinafter set forth.

I claim as follows:

1. T he combination of a circular rotor wheel mounted onto a shaft whereby the said Wheel and the said shaft turn in unison on a common axis; a series of slotted openings equidistantly spaced about and extended from the peripheral surface toward the axis of the said wheel; an impeller vane slidably mounted within each such slotted opening; a circular chamber of a diameter larger than the said wheel having openings in the sidewalls thereof for mounting the said shaft in a manner whereby the said Wheel is encased eccentrically within the said chamber; a means for extending the said vanes outward from the axis,.of the said wheel and thereby holding them slidably against the inner peripheral surfaces of the said chamber; an intake port means thnough a wall of the said chamber and located in a quadrant thereof; a bore .through the peripheral wall of the said chamber located in a quadrant thereof adjacent the first named quadrant; a thrust tube opening through the peripheral wall of the said chamber located in the quadrant thereof adiacent the second named quadrant; an exhaust port means through the peripheral wall of the said chamber located between the said intake pont and the thrust tube opening; a receiver chamber outward from the said circular chamber and communicated therewith through the said bore; a combustion chamber outward from the said circular chamber having a thrust tube extension terminating in the said thrust tube opening; a check valve means in the said combustion chamber in rthe extremity opposite the said thrust tube extension which communicates the said combustion chamber with the said receiver chamber; a spark ignition device threadably mounted through a sidewall of the said combustion chamber between the said thrust tube and the said check valve; and a valve means for entering fuel within the said receiver chamber; the said arrangement operative in a manner whereby the said Wheel rotates within the said circular chamber and makes a slidable contact with Ithe inner peripheral surface thereof at a point cooperative with the said bore, whereby the side surfaces of the said impeller vanes and the rim of the said Wheel form a running seal with the sidewalls of the said chamber thereby forming sealed cavities between the said extended impeller varies, and whereby the said cavities constantly change their shape and cubic displacement during a rotation of the said Wheel.

2. A rotary engine apparatus comprised of the combination ot an outer casing or housing, an elongated shaft, a series of arrangements as claimed in preceding claim 1, a radial fan means for pressuring 'the atmospheric air, and `a means for entering the said pressured air Within the said circular chambers of each such arrangement, said outer casing being sectioned and formed in a manner to provide external end plates and internal dividers for forming and separating the said arrangements one from the other; the said shaft being extended through each such arrangement rotor wheel and through the said end plates; the said radial fan means being stably mounted onto the extended shaft extremities outward from the said end plates; and the said means for entering pressured air within the said arrangements consisting of a shroud cover for each fan which forms an individual compartment therefor, a like opening in each such compartment communieating with the `atmosphere and a tube means for com,- municating a respective compartment with its respective intake port means contained in each such arrangement encased within the apparatus.

References Cited in the tile of this patent UNITED STATES PATENTS 746,870 McCahon Dec. 15, 1903 944,362 iathaway Dec. 2S, 1909 1,178,131 Castro Apr. 4, 1916 1,207,666 Tompkins Dec. 5, 1916 1,245,154 Faessler Nov. 6, 1917 1,302,504 Briggs May 6, 1919 2,061,049 Spellman Nov. 17, 1936 2,158,532 Bullen May 16, 1939 2,468,451 Kutzner Apr. 26, 1949 2,927,560 Breelle Mar. 8, 1960 

1. THE COMBINATION OF A CIRCULAR ROTOR WHEEL MOUNTED ONTO A SHAFT WHEREBY THE SAID WHEEL AND THE SAID SHAFT TURN IN UNISON ON A COMMON AXIS; A SERIES OF SLOTTED OPENINGS EQUIDISTANTLY SPACED ABOUT AND EXTENDED FROM THE PERIPHERAL SURFACE TOWARD THE AXIS OF THE SAID WHEEL; AN IMPELLER VANE SLIDABLY MOUNTED WITHIN EACH SUCH SLOTTED OPENING; A CIRCULAR CHAMBER OF A DIAMETER LARGER THAN THE SAID WHEEL HAVING OPENINGS IN THE SIDEWALLS THEREOF FOR MOUNTING THE SAID SHAFT IN A MANNER WHEREBY THE SAID WHEEL IS ENCASED ECCENTRICALLY WITHIN THE SAID CHAMBER; A MEANS FOR EXTENDING THE SAID VANES OUTWARD FROM THE AXIS OF THE SAID WHEEL AND THEREBY HOLDING THEM SLIDABLY AGAINST THE INNER PERIPHERAL SURFACES OF THE SAID CHAMBER; AN INTAKE PORT MEANS THROUGH A WALL OF THE SAID CHAMBER AND LOCATED IN A QUADRANT THEREOF; A BORE THROUGH THE PERIPHERAL WALL OF THE SAID CHAMBER LOCATED IN A QUADRANT THEREOF ADJACENT THE FIRST NAMED QUADRANT; A THRUST TUBE OPENING THROUGH THE PERIPHERAL WALL OF THE SAID CHAMBER LOCATED IN THE QUADRANT THEREOF ADJACENT THE SECOND NAMED QUADRANT; AN EXHAUST PORT MEANS THROUGH THE PERIPHERAL WALL OF THE SAID CHAMBER LOCATED BETWEEN THE SAID INTAKE PORT AND THE THRUST TUBE OPENING; A RECEIVER CHAMBER OUTWARD FROM THE SAID CIRCULAR CHAMBER AND COMMUNICATED THEREWITH THROUGH THE SAID BORE; A COMBUSTION CHAMBER OUTWARD FROM THE SAID CIRCULAR CHAMBER HAVING A THRUST TUBE EXTENSION TERMINATING IN THE SAID THRUST TUBE OPENING; A CHECK VALVE MEANS IN THE SAID COMBUSTION CHAMBER IN THE EXTREMITY OPPOSITE THE SAID THRUST TUBE EXTENSION WHICH COMMUNICATES THE SAID COMBUSTION CHAMBER WITH THE SAID RECEIVER CHAMBER; A SPARK IGNITION DEVICE THREADABLY MOUNTED THROUGH A SIDEWALL OF THE SAID COMBUSTION CHAMBER BETWEEN THE SAID THRUST TUBE AND THE SAID CHECK VALVE; AND A VALVE MEANS FOR ENTERING FUEL WITHIN THE SAID RECEIVER CHAMBER; THE SAID ARRANGEMENT OPERATIVE IN A MANNER WHEREBY THE SAID WHEEL ROTATES WITHIN THE SAID CIRCULAR CHAMBER AND MAKES A SLIDABLE CONTACT WITH THE INNER PERIPHERAL SURFACE THEREOF AT A POINT COOPERATIVE WITH THE SAID BORE, WHEREBY THE SIDE SURFACES OF THE SAID IMPELLER VANES AND THE RIM OF THE SAID WHEEL FORM A RUNNING SEAL WITH THE SIDEWALLS OF THE SAID CHAMBER THEREBY FORMING SEALED CAVITIES BETWEEN THE SAID EXTENDED IMPELLER VANES, AND WHEREBY THE SAID CAVITIES CONSTANTLY CHANGE THEIR SHAPE AND CUBIC DISPLACEMENT DURING A ROTATION OF THE SAID WHEEL. 